Chinook turns 50, looks toward future | Article | The United States Army Chinook turns 50, looks toward future By Program Executive Office, AviationSeptember 21, 2011 Share via Email 1 / 4 Show Caption + Hide Caption – This stock photo shows the CH-47F model, the Chinook helicopter currently being manufactured for the U.S. Army. The newest Chinook model, incorporates key reliability and maintainability improvement modifications, such as a new machined airframe, vibration reduction, digital source collectors, T55-GA-714A engine, Common Avionics Architecture System, enhanced air transportability, Digital Automatic Flight Control System, and is compatible with joint digital connectivity requirements. (Photo Credit: Courtesy photo) VIEW ORIGINAL 2 / 4 Show Caption + Hide Caption – This stock photo shows the CH-47A model, the first Chinook helicopter manufactured in 1961. The Chinook took flight for the first time on Sept. 21, 1961, and the U.S. Army took delivery of the aircraft in August 1962.

The aircraft has been used heavily since the Vietnam War for military and humanitarian missions as a cargo and personnel transporter. (Photo Credit: Courtesy photo) VIEW ORIGINAL 3 / 4 Show Caption + Hide Caption – The party cuts the ribbon on the new H-47 Chinook factory in Ridley Park, Pa., on the 50th anniversary of the first Chinook helicopter flight Sept. 21, 2011. From left to right: Col. Patrick Tierney, director of Army Aviation G3 , Maj. Gen. Anthony Crutchfield, commanding general, U.S. Army Aviation Center of Excellence, Jean Chamberlin, vice president and general manager, Mobility, Boeing Military Aircraft, Col. Bob Marion, project manager cargo helicopter, Maj. Gen. William "Tim" Crosby, program executive officer, aviation, Leanne Caret, vice president H-47 Programs, Systems, Boeing Military Aircraft, U.S. Navy Capt. Steven Labows, Defense Contract Management Agency Philadelphia, Col. Patrick Mason, Technology Applications Program, office project manager. (Photo Credit: Sarah M. Rivette) VIEW ORIGINAL 4 / 4 Show Caption + Hide Caption – Inside the Boeing H-47 Factory in Ridley Park, Pa.

The new factory is expected to delivery six new CH-47F Chinook helicopters per month by 2013. The CH-47 Chinook is the U.S. Army's only heavy lift helicopter and continues to be vital to Overseas Contingency Operations and our nation's Homeland Security needs. (Photo Credit: Sarah M. Rivette) VIEW ORIGINAL PHILADELPHIA, Pa., Sept. 21, 2011 -- For most individuals, change can be harder with age. Not for the CH-47 Chinook Helicopter -- an aircraft originally designed and built to haul missiles that the U.S. Army no longer uses. "To see the improvements and what we've done with this aircraft through the years gives me a lot of pride," said Maj. Gen. William "Tim" Crosby, program executive officer for Aviation. "That aircraft was designed to haul something we don't even have anymore, but it is still so valid. It is so versatile at all altitudes, with internal and external loads. It's an outstanding capability." The cargo aircraft celebrated its 50th year of flight with the U.S. Army Sept.

21 during the opening ceremony of a renovated Boeing Company CH-47 Chinook factory in Ridley Park, Pa. Crosby has flown every model of the CH-47 Chinook and has experienced firsthand the advancements and improvements made to the aircraft. But those improvements are far from over. The Army has been working with Boeing to modernize the floor for on-load and off-load capability and to add ballistic protection, said Col. Bob Marion, project manager for cargo helicopters. "We owe it to the people who went before us, the people who we serve today and the people in the future to maintain that vision and maintain that perseverance and everything we do every day," said Marion. "This weapons system is doing great things around the world and there are Soldiers out there today who are using this thing to save lives." The CH-47F model was first delivered to Army aviators in 2009 and has already seen less maintenance needs than the CH-47D model that came before it, said Marion. The frame experiences less erosion and cracking and the gas components are not full of a talcum-like dust from flying in Iraq and Afghanistan. A stronger frame means a stronger aircraft -- something that Chief Warrant Officer 3 Jason Franzen knows about.

"I've been able to make hard landings in this aircraft and it was fine," said Franzen, who has flown the CH-47D and CH-47F two tours of duty in Afghanistan and three in Iraq. "The safety of the aircraft--the strength and the endurance--is amazing." Other improvements in the CH-47F model include the Digital Automatic Flight Control System, said Franzen, who now acts as government flight representative that test flies all CH-47F's that come off out of the Boeing plant before delivery to a Combat Aviation Brigade. This system aides pilots who are trying to land during brown-out conditions like a sand storm. "We work in aviation for the ground force commander -- if that commander needs something somewhere, we provide that for them with this airframe," said Franzen. "Capabilities of the aircraft, where it can go and how it can get there have changed. With the cockpit being all digital we are allowed to fly this aircraft that we may not have been able to get into before.

Even in zero visibility situations, I can bring this aircraft in at a hover and bring it down." RELATED LINKS CH-47 Chinook – History Wars Weapons About CH-47 Chinook The CH-47 Chinook is a twin-engine, transport helicopter fitted with two tandem rotors. It was developed by Boeing Vertol between 1957 and 1960. Its prototype, the HC-1B, made its initial flight on September 21, 1961. The CH-47 Chinook was used extensively as a transport helicopter during the Vietnam War, carrying troops and military materiel such as artillery pieces. Although the CH-47 was originally manufactured by the American firm Boeing Vertol at the beginning of the 1960s, the Chinook is presently being built by Boeing Integrated Defense Systems. Like the UH-1 and C-130 aircraft, it is one of the few aircraft of the Vietnam War era which is still being produced. The Chinook helicopter has been sold to more than 16 nations. Since CH-47 Chinook entered service in 1962, more powerful versions have been developed.

The US Army’s first major design leap was the now-common CH-47D, which entered service in 1982. Improvements from the CH-47C included upgraded engines, composite rotor blades, a redesigned cockpit to reduce pilot workload, improved and redundant electrical systems, an advanced flight control system and improved avionics.

CH-47D Specifications Powerplant: 2× Lycoming T55-GA-712 turboshaft, 3,750 hp (2,796 kW) each Maximum speed: 170 knots (196 mph, 315 km/h) Cruise speed: 130 kt (137 mph, 220 km/h) Range: 400 nautical miles (450 miles, or 741 km) Service ceiling: 18,500 ft (5,640 m) Crew: 3 (pilot, copilot, and flight engineer) Capacity: 55 heavily equipped troops Armament: Three 7,62mm M240/FN MAG machine guns (1 on loading ramp and 2 at shoulder windows); or five .50 caliber machine guns Avionics: Rockwell CAAS (MH-47G/CH-47F) Boeing: CH-47 Chinook CH-47 Chinook Major Move for U.S.

Return to Human Space Flight CST-100 Starliner Test Article domes mated into full capsule for first time at Kennedy Space Center. Founders Day: July 15 100 Days of Learning Celebrate 100 years of Boeing with 100 Days of learning. Join us as we explore the world of aerospace with free educational materials. Tours Get the Latest from Boeing Sign up for email updates and the first to know what's new and exciting in the world of aviation and aerospace. CH-47 Chinook Historical Snapshot In 1960, Boeing bought Vertol Aircraft Co., a helicopter manufacturer in Philadelphia, Pa. The company had three tandem-rotor helicopters under production: the Chinook for the U.S. Army, the Sea Knight for the U.S. Navy and Marines, and the commercial 107-11 for the airlines. Vertol had started out as the P-V Engineering Forum, owned by Frank Piasecki, which established the "banana shaped" two-rotor helicopter in 1945. Piasecki left the corporation in 1955, and it was renamed Vertol the following year.

The first in the long line of Chinooks was the YHC-1B tandem-rotor transport helicopter that rolled out in 1961. It was designed to serve the U.S. Army and Air Force as a medium-lift helicopter and evolved into several versions. The first fully equipped Army Chinook, designated the CH-47A, entered service in August 1962 with a gross weight of 33,000 pounds (14,969 kilograms). Boeing introduced the CH-47B in 1966 with an improved airframe and power plant provided by the T55-l-7C engines. The gross weight rose to 40,000 pounds (18,144 kilograms). The CH-47C was developed in 1967 in response to the Army’s request for transporting a 15,000-pound (6804-kilogram) payload a distance of 30 nautical miles (56 kilometers) radius on a 95-degree Fahrenheit (35-degree Celsius ) day at 4,000 feet (1219 meters).

It was powered by T55-l-11 engines and had a gross weight capability of 46,000 pounds (20,865 kilograms). Chinooks were first used in combat in 1965 during the Vietnam conflict. During the last days of the war, one Chinook is reported to have carried 147 refugees in a single lift. CH-47A, B and C models served with until the war's end in 1975. After the Vietnam War, Boeing and the Army began a major fleet upgrade that led to development of the CH-47D. Almost 500 early model Chinooks went through an extensive modernization process in Philadelphia that produced an essentially new CH-47 fleet. The CH-47D Chinook was a central element in U.S. Army operations in the Persian Gulf War. Versions of the D model were also used for export including the “International Chinook” and the SD “Super D,” in all 20 nations have operated various models of the CH-47.

The CH-47F is an advanced multimission helicopter with a fully integrated, digital cockpit management system, Common Avionics Architecture Cockpit and advanced cargo-handling capabilities that complement the aircraft’s mission performance and handling characteristics. The Army Special Operations Command MH-47G combines many proven Chinook systems and features. Notable among these are fuel tanks providing twice the capacity of the CH-47F and an in-flight refueling system. MH-47Gs are remanufactured on the common MH-47G/CH-47F production line. Using the Chinook airframe, Boeing Helicopters also built the Model 234 LINK, the commercial Chinook used for passengers, cargo, oil and gas exploration, and logging. In 2014, Boeing said that ongoing CH-47F/MH-47G modernization programs, which include a mix of remanufactured and new aircraft, would ensure that this tandem rotor helicopter remains in the Army fleet through at least the 2030s. Chinooks have served the armed forces of more than 19 international customers and performed in commercial service around the world.

Technical Specifications Chinook helicopter - The Full Wiki The Full Wiki More info on Chinook helicopter Wikis Chinook helicopter: Wikis Advertisements Note: Many of our articles have direct quotes from sources you can cite, within the Wikipedia article! This article doesn't yet, but we're working on it! See more info or our list of citable articles . (Redirected to CH-47 Chinook article) From Wikipedia, the free encyclopedia CH-47 Chinook Field artillery section sling loading an M198 howitzer for airlift by a CH-47 Chinook Role See CH-47 operators for others Number built $76.7 million (2009) average [2] Developed from Boeing Chinook (UK variants) The Boeing-Vertol CH-47 Chinook is a versatile, twin-engine, tandem rotor heavy-lift helicopter . Its top speed of 170 knots (196 mph, 315 km/h ) was faster than contemporary utility and attack helicopters of the 1960s.

It is one of the few aircraft of that era such as the C-130 and the UH-1 'Huey' that is still in production and front line service with over 1,179 built so far. Its primary roles include troop movement, artillery emplacement and battlefield resupply. It has a wide loading ramp at the rear of the fuselage and three external-cargo hooks. The Chinook was designed and initially produced by Boeing Vertol in the early 1960s. The helicopter is now produced by Boeing Integrated Defense Systems . Chinooks have been sold to 16 nations. Although some nations operate larger helicopters such as the Russian Mil Mi-26 , the Chinook remains the heaviest lifting helicopter used by its largest operators, the U.S. Army and the Royal Air Force , see Boeing Chinook (UK variants) . Contents 9 External links Design and development Late in 1956 the Department of the Army announced plans to replace the CH-37 Mojave , which was powered by piston engines, with a new, turbine-powered aircraft. Turbine engines were also a key design feature of the smaller UH-1 Huey utility helicopter.

A design competition was held and, in September 1958, a joint Army-Air Force source selection board recommended that the Army procure the Vertol medium transport helicopter. However, the necessary funds to proceed with full-scale development were not available and the Army vacillated in its design requirements. Some in the Army felt that the new helicopter should be a light tactical transport aimed at the mission of the old H-21s and H-34s and, consequently, sized for approximately fifteen troops. Another faction believed that the new transport should be much larger to serve as an artillery prime mover and have minimum interior dimensions compatible with the Pershing Missile System . This "sizing" problem was a critical decision. Vertol began work on a new tandem rotor helicopter designated Vertol Model 107 or V-107 in 1957. [3] In June 1958, the US Army awarded a contract to Vertol for the aircraft under the YHC-1A designation. [4] The YHC-1A had a capacity for 20 troops. Three were tested by the Army to derive engineering and operational data.

However, the YHC-1A was considered by most of the Army users to be too heavy for the assault role and too light for the transport role. The decision was made to procure a heavier transport helicopter and at the same time upgrade the Huey as a tactical troop transport. This decision was to determine the pattern of airmobile operations for the next decade. [5] The YHC-1A would be improved and adopted by the Marines as the CH-46 Sea Knight in 1962. HC-1B in flight being tested and evaluated. The Army then ordered the larger Model 114 under the designation HC-1B. The pre-production Boeing Vertol YCH-1B made its initial hovering flight on September 21, 1961. In 1962 the HC-1B was redesignated the CH-47A under the 1962 United States Tri-Service aircraft designation system . The name "Chinook" alludes to the Chinook people of the Pacific Northwest . The Chinook is powered by two turboshaft engines, mounted on either side of the helicopter's rear end and connected to the rotors by driveshafts.

Initial models were fitted with engines of 2,200 horsepower. The counter-rotating rotors eliminate the need for an anti-torque vertical rotor, allowing all power to be used for lift and thrust. The ability to adjust lift in either rotor makes it less sensitive to changes in the center of gravity, important for the cargo lifting role. If one engine fails, the other can drive both rotors. [6] The "sizing" of the Chinook was directly related to the growth of the Huey and the Army's tacticians' insistence that initial air assaults be built around the squad. The Army pushed for both the Huey and the Chinook, and accelerated its airmobility program by years. [7] A CH-47 in a training exercise with US Navy Special Warfare (in rigid-hulled inflatable boat ) and 159th Aviation Regiment personnel, Virginia Capes , Virginia , July 2008. Improved and more powerful versions of the CH-47 have been developed since the helicopter entered service. The latest CH-47F is powered by two 4,733-horsepower Honeywell engines.

[8] A commercial model of the Chinook, the Boeing-Vertol Model 234, is used worldwide for logging, construction, fighting forest fires and supporting petroleum exploration operations. As of December 15, 2006 Columbia Helicopters, Inc. of Aurora, Oregon has purchased the Type Certificate of the Model 234 from Boeing. [9] Currently the company is seeking FAA issuance of a Production Certificate to produce parts with eventual issuance of a Production Certificate to produce aircraft. The Chinook was also built under license by Elicotteri Meridionali (Agusta) in Italy and Kawasaki in Japan . Operational history Vietnam War U.S. troops board CH-47 Chinooks and UH-1 Hueys during Operation Crazy Horse, Vietnam, 1966. The Army finally settled on the larger Chinook as its standard medium transport helicopter and as of February 1966, 161 aircraft had been delivered to the Army.

The 1st Cavalry Division had brought their organic Chinook battalion with them when they arrived in 1965 and a separate aviation medium helicopter company, the 147th, had arrived in Vietnam on 29 November 1965. This latter company was initially placed in direct support of the 1st Infantry Division . The most spectacular mission in Vietnam for the Chinook was the placing of artillery batteries in perilous mountain positions inaccessible by any other means, and then keeping them resupplied with large quantities of ammunition. The 1st Cavalry Division found that its Chinooks were limited to 7,000 pounds payload when operating in the mountains, but could carry an additional 1,000 pounds when operating near the coast. The early Chinook design was limited by its rotor system which did not permit full use of the installed power, and users were anxious for an improved version which would upgrade this system. As with any new piece of equipment, the Chinook presented a major problem of "customer education". Commanders, pilots and crew chiefs had to be constantly alert that eager soldiers did not overload the temptingly large cargo compartment.

It would be some time before the using troops would be experts at sling loads and educated in such minor details as removing the gunner's sight from the artillery pieces. The Chinook soon proved to be such an invaluable aircraft for artillery movement and heavy logistics that it was seldom used as an assault troop carrier. The early decision to move to a helicopter of this size proved to be indisputably sound. [10] The Chinooks were generally armed with a single 7.62 millimeter M60 machine gun on a pintle mount on either side of the machine for self-defense, with stops fitted to keep the gunners from firing into the rotor blades. Dust filters were also added to improve engine reliability. At its peak employment in Vietnam, there were 22 Chinook units in operation. Of the nearly 750 Chinooks in the U.S. and Republic of Vietnam fleets, about 200 were lost in combat or wartime operational accidents.[citation needed] US Army supplied Chinooks to the Australian Task Force as required.

Iran-Iraq war After an agreement signed between Boeing and Elicotteri Meridionali , the Imperial Iranian Air Force (IIAF) purchased 20 Elicotteri Meridionali-built CH-47Cs in 1971. The Imperial Iranian Army Aviation (IIAA) purchased 70 CH-47Cs from Elicotteri Meridionali during the period of 1972-1976. In late 1978, Iran placed an order for an additional 50 helicopters with Elicotteri Meridionali, but that order was canceled immediately after the revolution. On or about 21 July 1978, four Iranian CH-47C Chinooks penetrated 15–20 km into Soviet airspace in the Turkimenistan Military District. They were intercepted by a MiG-23M , shooting down one Chinook, killing eight crew members and forcing a second one to land.[citation needed] Iran lost at least 8 Chinooks during the 1980-1988 war with Iraq.

On 15 July 1983, an Iraqi Mirage F-1 destroyed three Iranian CH-47s flying low to deliver marines to the front line. Falklands War The Chinook was used both by Argentina and the United Kingdom during the Falklands War in 1982. The Argentine Air Force and the Argentine Army deployed four CH-47C (two each) which were widely used in general transport duties. Of the Army's airframes one was destroyed on ground by a Harrier while the other was captured (and reused after the war) by the British. Both Air Force helicopters returned to Argentina and remained in service until 2002. [11] Iraq and Afghanistan Candian officials travel by helicopter to and from Camp Nathan Smith, Afghanistan on 9 September 2009. Approximately 163 CH-47Ds served in Kuwait and Iraq during Operations Desert Shield and Desert Storm in 1990-91. [12] The CH-47D is currently seeing wide use in Operation Enduring Freedom in Afghanistan and Operation Iraqi Freedom in Iraq .

The Chinook is being used in air assault missions, inserting troops into fire bases and later bringing food, water, and ammunition. It is also the casualty evacuation (casevac) aircraft of choice in the British Army . It is typically escorted by attack helicopters such as the AH-64 Apache for protection. The CH-47D was particularly useful in the mountainous terrain of Afghanistan where high altitudes and temperatures limited the use of the UH-60 Black Hawk . Dutch Chinooks have been used in operations like Kosovo, Iraq and have been heavily used in Afghanistan. Australian Chinooks have also participated in the Afghanistan War. Variants The pre-1962 designation for Model 114 development aircraft that would be re-designated CH-47 Chinook.

CH-47A The all-weather, medium-lift CH-47A Chinook was powered initially by Lycoming T55 -L-5 engines rated at 2,200 horsepower (1,640 kW ) but then replaced by the T55-L-7 rated at 2,650 hp (1,980 kW) engines or T55-L-7C engines rated at 2,850 hp (2,130 kW). The CH-47A had a maximum gross weight of 33,000 pounds (15,000 kg). Initial delivery of the CH-47A Chinook to the US Army was in August 1962. A total of 349 were built. ACH-47A The ACH-47A was originally known as the Armed/Armored CH-47A (or A/ACH-47A). It was officially designated ACH-47A by US Army—Attack Cargo Helicopter—and unofficially "Guns A Go-Go").

Four CH-47A helicopters were converted to gunships by Boeing Vertol in late 1965. Three were assigned to the 53rd Aviation Detachment in South Vietnam for testing, with the remaining one retained in the U.S. for weapons testing. By 1966, the 53rd was redesignated the 1st Aviation Detachment (Provisional) and attached to the 228th Assault Support Helicopter Battalion of the 1st Cavalry Division (Airmobile). By 1968, only one gunship remained, and logistical concerns prevented more conversions. It was returned to the United States, and the program stopped.

The ACH-47A carried five M60D 7.62x51 mm machine guns or M2HB .50 caliber machine guns, provided by the XM32 and XM33 armament subsystems, two M24A1 20 mm cannons, two XM159B/XM159C 19-Tube 2.75 " rocket launchers or sometimes two M18/M18A1 7.62x51 mm gun pods , and a single M75 40 mm grenade launcher in the XM5/M5 armament subsystem (more commonly seen on the UH-1 series of helicopters). The surviving aircraft, Easy Money, has been restored and is on display at Redstone Arsenal , Alabama. [13] [14] [15] CH-47B The CH-47B was an interim solution while Boeing worked on a more substantially improved CH-47C. CH-47B was powered by two Lycoming T55-L-7C 2,850 shp (2,130 kW) engines.

It featured a blunted rear rotor pylon, redesigned asymmetrical rotor blades, and strakes along the rear ramp and fuselage to improve flying characteristics. It could be equipped with two door-mounted M60D 7.62 mm NATO machine guns on the M24 armament subsystem and a ramp-mounted M60D using the M41 armament subsystem. Some CH-47 "bombers" were equipped to drop tear gas or napalm from the rear cargo ramp onto NLF (aka Việt Cộng) bunkers. The CH-47 could be equipped with a hoist and cargo hook. The Chinook proved especially valuable in "Pipe Smoke" aircraft recovery missions. The "Hook" recovered about 12,000 aircraft valued at over $3.6 billion during the war. 108 built. CH-47C The CH-47C featured more powerful engines and transmissions. [16] Three versions of the "C model" were built. The first had Lycoming T55-L-7C engines delivering 2,850 shp (2,130 kW).

The "Super C" included Lycoming T55-L-11 engines delivering 3,750 shp (2,800 kW), an upgraded maximum gross weight of 46,000 lb (21,000 kg) and a pitch stability augmentation system (PSAS). Due to difficulties with the T55-L-11 engines, which were hurriedly brought to war to increase payload, they were temporarily removed from the "Super C" prior to 1970 and the very reliable Lycoming T55-L-7C's were installed until the L-11 engine difficulties could be quantified and corrected. This L-7C engine configuration was affectionately referred to as the "baby C" although it was still a Super C. It distinguished itself from the "C" in that it had PSAS and an uprated maximum gross weight. The CH-47 A, B, and all variants of the C were not able to receive certification from the FAA for civil use due to the non-redundant hydraulic flight boost system drive.

A redesign of the hydraulic boost system drive was incorporated in the CH-47D which allowed that model to achieve FAA certification as the Boeing Model 234. 233 CH-47Cs were built. The CH-47A, B, and all versions of the C saw wide use during the Vietnam war. They replaced the H-21 Shawnee in the combat assault support role. The Royal Air Force variant of the CH-47C is known as the Chinook HC1 . The export version of the CH-47C Chinook for the Italian Army was designated "CH-47C Plus". CH-47D CH-47D of the Spanish Army in 2009 The CH-47D model was originally powered by two T55-L-712 engines, but most are now fitted with the T55-GA-714A. Models CH-47A, CH-47B, and CH-47C, all used the same airframe, but later models featured upgraded engines.

With its triple-hook cargo system, the CH-47D can carry heavy payloads internally and up to 26,000 pounds - for example, bulldozers and 40-foot (12 m) containers - externally, at speeds over 155 mph (250 km/h). The aircraft's top cruising speed is 163 mph (142 knots). The D-model was first introduced into service in 1979. In air assault operations, it often serves as the principal mover of the 155 mm M198 howitzer , 30 rounds of ammunition, and an 11-man crew. Like most US Army helicopters, the Chinook has advanced avionics and electronics, including the Global Positioning System . Nearly all of the Army production CH-47D models were conversions from previous US Army A, B, and C models. A total of 472 D models were converted. The last US Army D model built was delivered to the U.S. Army Reserve , located at Fort Hood, Texas , in early 2002.

[17] The Royal Air Force versions of the CH-47D are known as the Chinook HC2 and HC2A. The CH-47SD is a modified variant of the CH-47D, with extended range fuel tanks and higher payload capacities. It is in use by the Republic of Singapore Air Force , Greek Army and the Republic of China . The CH-47DG is an upgraded version of the CH-47C for the Greek Army. The CH-47D is an upgraded version for the Republic of Korea Army. MH-47D A U.S. MH-47D stands ready to receive medical supplies in Feyzabad , Afghanistan. The MH-47D variant was developed for special forces operations and has in-flight refueling capability, a fast-rope rappelling system and other upgrades. The MH-47D was used by US Army 160th Special Operations Aviation Regiment . 12 MH-47D helicopters were produced. 6 were conversions from CH-47A models and 6 were conversions from CH-47C models. [18] MH-47E The current model used by US Army Special Operations is the MH-47E.

Beginning with the E model prototype manufactured in 1991, there were a total of 26 Special Operations Aircraft produced. All aircraft were assigned to 2-160th SOAR(A)"Nightstalkers", home based at Fort Campbell Kentucky. E models were conversions from existing CH-47C model airframes. The MH-47E has similar capabilities as the MH-47D, but includes an increased fuel capacity similar to the CH-47SD and terrain following/terrain avoidance radar. [19] In 1995, the Royal Air Force ordered eight Chinook HC3s , effectively a low cost version of the MH-47E for the special forces operations role. They were delivered in 2001 but never entered operational service due to technical issues with their avionics fit, unique to the HC3. In 2008, work started to downgrade the HC3s to HC2 standard, to enable them to enter service. [20] CH-47F Soldiers prepare to board a CH-47F at the National Training Center , Fort Irwin , Calif., November 2007.

The CH-47F, an upgraded D model, first flew in 2001. The first production model was rolled out on June 15, 2006 at the Boeing facility in Ridley Park , Pennsylvania , and had its maiden flight on October 23, 2006. [21] The CH-47F was designed to extend the service life of the Chinook class beyond 2030. Among its upgrades are new 4,868 shaft horsepower Honeywell engines, improved avionics, and an upgraded airframe with larger single-piece sections to reduce part count and need for fasteners. [22] The new milled construction will reduce vibrations, eliminate points of joint flexing, and reduce the need for inspections and repairs, and reduce maintenance costs. It is also expected to increase service life. [23] The CH-47F can fly at speeds of over 175 mph (282 km/h) with a payload of more than 21,000 lb (9,530 kg).

[24] The improved avionics include a Rockwell Collins Common Avionics Architecture System (CAAS) cockpit, and BAE Systems ' Digital Advanced Flight Control System (DAFCS). [22] Boeing has delivered 48 F-model helicopters to the United States Army ; on 26 August 2008, Boeing announced that the Army has signed a five-year contract, worth over $4.8 billion for 191 more, plus 24 options. [24] In February 2007, the Netherlands were the first international customer to order the F model; six helicopters were ordered to expand their current fleet to 17. These helicopters will be equipped with an upgraded version of the Honeywell Avionics Control Management System (ACMS) cockpit. [25] On 15 December 2009 the British government announced its Future Helicopter Strategy including the purchase of 24 new CH-47F Chinooks to be delivered from 2012.

[26] MH-47G MH-47G Chinook, during the aircraft's rollout ceremony 6 May 2007 at Boeing The MH-47G Special Operations Aviation (SOA) version is currently being delivered to the U.S. Army. It is similar to the MH-47E, but features a more sophisticated avionics including a digital Common Avionics Architecture System (CAAS). The CAAS is common glass cockpit used by different helicopters such as MH-60K/Ls, CH-53E/Ks, and ARH-70As. [27] The MH-47G will also incorporate all of the new sections of the CH-47F. [28] Based on operational experience in Afghanistan , the CH-47 was found to be an effective substitute for the UH-60 Black Hawk as an assault helicopter. With its larger payload, range, and higher operating speed, one Chinook can replace up to five UH-60s in this role as an air assault transport.

[29] The new modernization program will improve MH-47D and MH-47E Special Operations Chinooks to the MH-47G design specs. A total of 25 MH-47E and 11 MH-47D aircraft will be upgraded by the end of 2003. In 2002 the army announced plans to expand the Special Operations Aviation Regiment. The expansion would add 12 additional MH-47G helicopters. [30] HH-47 On 9 November 2006, the HH-47, a new variant of the Chinook based on the MH-47G, was selected by the U.S. Air Force as the winner of the Combat Search and Rescue (CSAR-X) competition. Four development HH-47s will be built, with the first of 141 production aircraft to enter service in 2012. [31] [32] However, as of February 2007 this contract award has come under scrutiny by the GAO and the USAF may recompete the CSAR-X project.

[33] Other export models The CH-47J is a medium-transport helicopter for the Japan Ground Self Defence Force , and the Japan Air Self Defence Force . The CH-47JA is a long range version of the CH-47J, fitted with enlarged fuel tanks. Both versions are built under license in Japan by Kawasaki . The HH-47D is a search and rescue version for the Republic of Korea Air Force . Eight CH-47C Chinooks were delivered to the Canadian Forces in 1974. The Chinooks were in Canadian service from 1974 to 1991; they were designated "CH-147". These aircraft were subsequently sold to the Netherlands and are now operated by the Royal Netherlands Air Force as CH-47Ds. In April 2009, the Australian government requested a possible sale of seven CH-47F helicopters. [34] Additional orders are expected from Italy and the United Kingdom. Plans are to upgrade the current fleet of CH-47Ds to the F-model standard and eventually enlarge the fleet to 20 aircraft, pending funding.

In 2008, Canada purchased 6 CH-47Ds for use with the Canadian Helicopter Force Afghanistan from the United States for $252 million. [35] The 6 helicopters were transferred to the Canadian Forces on 30 December 2008. [36] On 10 August 2009, Canada signed a contract to purchase 15 CH-47Fs for delivery in 2013-14. [37] [38] Civilian models Model 234 C-FHFB (cn MJ005) during inspection at Columbia Helicopters helipad adjacent to Aurora State Airport . Aircraft under lease to Helifor . Formerly G-BISN with British Airways. Model 234LR (Long Range) - Commercial transport helicopter. The Model 234LR can be fitted out as an all-passenger, all-cargo, or cargo/passenger transport helicopter. Model 234ER (Extended Range) - Commercial transport version. Model MLR (Multi Purpose Long Range) - Commercial transport version. Model 234UT (Utility Transport) - Utility transport helicopter.

Model 414 - The Model 414 is the international export version of the CH-47D. It is also known as the CH-47D International Chinook. Derivatives In 1969, work on the experimental Model 347 was begun. It was a CH-47A with a lengthened fuselage, four-blade rotors, detachable wings mounted on top of the fuselage and other changes. It first flew on 27 May 1970 and was evaluated for a few years. [39] In 1973, the Army contracted Boeing to design a "Heavy Lift Helicopter (HLH)", designated XCH-62A . It appeared to be a scaled-up CH-47 without a conventional body, in a configuration similar to the S-64 Skycrane ( CH-54 Tarhe ), but the project was canceled in 1975. The program was restarted for test flights in the 1980s and was again not funded by Congress. [39] The scaled up model of the HLH was scrapped at the end of 2005 at Fort Rucker, Alabama .

[40] Operators Former civil operators are marked by italics Notable accidents and incidents On September 11, 1982, at an airshow in Mannheim, Germany a United States Army Chinook (serial number 74-22292) carrying parachutists crashed, killing 46 people. The crash was later found to be caused by an accumulation of ground walnut shells that had been used to clean the machinery. [45] [46] [47] On November 6, 1986, a British International Helicopters Chinook crashed on approach to Sumburgh Airport, Shetland Islands resulting in the loss of 45 lives and the withdrawal of the Chinook from crew servicing flights in the North Sea . [48] Major Marie Therese Rossi Cayton was the first American woman to fly in combat during Desert Storm in 1991. She was killed when her Chinook helicopter crashed on 1 March 1991. [49] On 29 May 2001 a ROK Army CH-47D installing a sculpture onto Olympic Bridge in Seoul , South Korea failed to unlatch the sculpture.

The helicopter's rotors struck the monument; then the fuselage hit and broke into two. One section crashed onto the bridge in flames and the other fell into the river. All three crew members on board died. [50] Specifications (CH-47D) Turboshaft engine on the rear of a CH-47 Data from Boeing CH-47D/F, [51] Army Chinook file, [52] International Directory [53] General characteristics Leonard LaVassar, 97, pilot for helicopter tests Leonard LaVassar, 97, pilot for helicopter tests Updated: March 3, 2016 â 3:01 AM EST Bonnie L. Cook Staff Writer Leonard J. LaVassar, 97, formerly of Media, a helicopter test pilot and aviation industry pioneer, died Monday, Feb. 29, of pneumonia at Brandywine Senior Living at Haverford Estates. Mr. LaVassar learned to fly with the federal government's Civilian Pilot Training Program in 1938.

He was a pilot for Pan American Ferries, transporting military equipment to Africa, before he joined the Navy in July 1942, hoping to see combat in World War II. Instead, the Navy trained him as a flight instructor, and he became so skilled that he was sent to train pilots at the Naval Air Station near Peru, Ind., said niece Margaret "Meg" Bowden Wolf. He was honorably discharged in December 1946 with the rank of lieutenant. Afterward, Mr. LaVassar and several Navy colleagues were hired by Bell Laboratories and sent to Argentina to work for that country's president, Juan D. Perón, who had bought a fleet of helicopters. The Americans trained Argentine pilots to fly the choppers. Mr. LaVassar's next job was at Piasecki Aircraft Corp., later renamed Boeing Vertol. He led a team of more than 100 employees working on the company's test flights, primarily for helicopters. After 33 years, he retired from Boeing in 1983. It was dangerous work, and in one instance, the copter crashed, but neither he nor his copilot, whom Mr.

LaVassar had urged to wear a helmet, was hurt. "He was careful," his niece said. Mr. LaVassar had 11 "first flights" on a variety of aircraft, from the Piasecki H-21 Workhorse "flying banana" tandem-rotor helicopter in 1952 to the Model 347 winged Chinook prototype in 1972. In 1957, Mr. LaVassar made the first test flight of the Vertol VZ-2 tilt-rotor aircraft, "conducted entirely in vertical flight mode," according to an online air and space history. He followed that feat a year later with the first horizontal VZ-2 flight, and for the next several months continued to test the craft at Vertol's facilities in Morton. "During its initial flights, tufts of string covered much of the VZ-2's external surfaces to aid in the determination of airflow at various wing angles," according to the aviation history site. Mr. LaVassar tested the earliest prototypes of the Ch-47 Chinook from 1958 to 1961, when he again made history.

"The second prototype for the Chinook 47A helicopter was finished in June 1961 and was the first Chinook to fly - first a hover on 21 September 1961 piloted by Vertol test pilot Leonard LaVassar, and its first official flight on 19 October from the Vertol Flight Test Facility at Philadelphia Airport," according to a history of Chinook development. The aircraft was delivered to the Army in 1964. Born in Johnson City, N.Y., he was the son of Peter Napolian and Margaret Agnes LaVassar. Before taking up flying, he worked in accounting for International Business Machines Corp. in Endicott, N.Y. Mr. LaVassar married Elizabeth Rigney. They moved to Media and, later, West Chester. She died in 2003. The couple's only child, Lisbeth Ann, 21, died in 1977 in a car accident in St. Joseph County, Ind. At the time, she was a senior French major at St. Mary's College there.

He spent the initial years of his retirement at Hershey's Mill, where he was known as "the most elegant gentleman, beautifully dressed with a tie, always helping people. He was known as the Fred Astaire of Hershey's Mill," his niece said. There were no other survivors. A visitation will be held from 6 to 8 p.m. Thursday, March 3, at the Donohue Funeral Home, 1627 West Chester Pike, West Chester. Burial is private. Contributions may be made to Helicopter Foundation International, 1920 Ballenger Ave., Alexandria, Va. 22314, for ongoing research into Mr. LaVassar's career. Comparison and usage of the various Boeing CH-47 models. Located at the Aviation Museum , Fort Rucker, Alabama. On June 25, 1958 the Army issued an invitation for a General Management Proposal for the U.S. Army Medium Transport Helicopter. Five aircraft manufacturers submitted proposals for the project. In March of 1959 the Army selected Vertol to produce the YHC-1B as the Army&#146s new medium transport helicopter.

Shown to the left is the cover page for the 1963 CH-47A Systems Familiarization Manual . The Boeing Vertol Model 114, tail number 59-04983 (Boeing build number B-002), made it's first hovering flight on 21 September 1961. Initially designated the YHC-1B helicopter in Fiscal Year (FY) 1959, the first 8 helicopters, Boeing build numbers B-001 through B-008, were powered by the Lycoming T55-L-5 engines, generating a maximum of 1,940 Shaft Horsepower (SHP). Beginning with 60-03450 , Boeing build number B-009, the Lycoming T55-L-7 engine, producing 2,650 SHP, was utilized. Boeing build numbers B-001 through B-005 were designated YHC-1B helicopters. Build numbers B-006 though B-029 were originally designated as HC-1B helicopters.

In July 1962, the Department of Defense redesignated all U.S. military aircraft to a new system . All YHC-1B helicopters became YCH-47A and all HC-1B helicopters became CH-47A. The CH-47A , was a tandem rotor medium lift transport helicopter. The Chinook's primary mission was moving artillery, ammunition, personnel, and supplies on the battlefield. It also performed search and rescue, aeromedical evacuation, deployment of troops via parachute, downed aircraft recovery and special operations missions. Early production CH-47A&#146s operated with the 11th Air Assault Division during 1963 and in October of that year the aircraft was formally designated as the United States Army&#146s standard medium lift transport helicopter. In June 1965, the 11th Air Assault Division was redesignated as the 1st Cavalry Division (Airmobile) and readied for deployment to the Republic of Vietnam (RVN).

Chinooks from the 11th Air Assault formed the nucleus of the 228th Assault Support Helicopter Battalion (ASHB) - " Winged Warriors" which began operations in the RVN in September 1965. The 1st Cavalry Division had brought their organic Chinook battalion with them when they arrived in 1965 and a separate helicopter company, the 147th Assault Support Helicopter Company (ASHC) - "Hillclimbers", had arrived in the RVN on 29 November 1965. This latter company was initially placed in direct support of the 1st US Infantry Division. As of February 1966, 161 aircraft had been delivered to the Army. CH-47A&#146s deployed to the RVN were equipped with Lycoming T55-L7 engines generating 2,650 SHP. The aircraft had a maximum gross weight of 33,000 pounds allowing for a maximum payload of approximately 10,000 pounds.

As of 11 July 2009, of the 355 A model Chinook helicopters produced for the U.S. Army, there were only seven surviving, although non-operational, airframes: 59-04984 , last seen at Fort Eustis, Virgina in February 2006 where it was utilized as a training device for the 67U aircraft maintenance course; 59-04986 , for many years, was utilized as a Category C sheet metal repair training device at Fort Eustis, Virginia and was eventually given to a private individual in Georgia approximately 2003/2004; 60-03451 , pictured above on display at the Army Aviation Museum located at Fort Rucker, Alabama; 61-02408 , at one time on display at the California Army National Guard Museum near San Luis Obispo and later moved to Fort Campbell, Kentucky; 64-13149 , nick-named "Easy Money" and on display at Redstone Arsenal.

Of the four produced, "Easy Money" was the sole surviving ACH-47A Armed Attack Chinook. The ACH-47A helicopters were also known as " Guns-A-Go-Go "; 65-07992 , an A model heavily modified into the only BV-347 aircraft produced and now stored in the museum at Fort Rucker; and finally 65-08025 on display near Khe Sanh Battle Field, in the old demilitarized zone (DMZ) Area, Central Vietnam, at least as late as July 2008. In speaking about the last flight of 60-03451, Colonel Kenneth C. Kleine, retired, reported: "I was fortunate enough to have flown 60-03451 from Stockton to Fort Rucker on its last flight. When we landed at Guthrie Field, next to the museum, the aircraft was running like a top.

No problems to even write up." Click-N-Go Here to view a 1979 CH-47A Chinook helicopter Operator's Manual [TM 55-1520-209-10]. CH-47B Chinook 67-18476 bringing a destroyed sister ship onto the helipad at Tan Son Nhut airbase in Saigon, in the Republic of Vietnam (RVN), circa 1969. The CH-47B was introduced by Boeing after a production run of 355 CH-47A's, including 2 airframes that never actually flew ( 59-04982 and airframe B-006). The hot mountainous conditions of Vietnam limited the A models performance capabilities and generated a requirement for increased payload and better performance.

The B model introduced the Lycoming T55-L7C engine rated at 2,850 SHP, a beefed up airframe, non-symmetrical rotor blades to increase lift, and for better stability - a blunted aft pylon, spoilers on the forward pylon, and strakes on the under side of the fuselage just forward of the ramp hinge. Boeing began delivering the CH-47B in May of 1967, starting with 66-19098, and eventually produced a total of 108 B models for the United States Army, Boeing build numbers B-356 through B-463, before production shifted to the CH-47C. There are no surviving U.S. Army CH-47B helicopters. Click-N-Go Here to view a Boeing information pamphlet describing the CH-47B Chinook helicopter [19.0 Mb]. 74-22280 , a CH-47C assigned to the 242nd Assault Support Helicopter Company (ASHC) - "Sugar Bears", located at Fort Wainwright, Alaska. The U.S.

Army's continued need for further performance improvements led to the development of the CH-47C . Designed to meet an Army requirement to transport a 15,000 pound sling load over a 30 mile radius, the C model boasted an increased gross weight to 46,000 pounds, four additional auxiliary fuel tanks that increased fuel capacity to 1,068 gallons, the Lycoming T55-L11 engine developing 3,750 SHP at 100 percent indicated torque, and additional structural improvements. The aircraft had a transmission torque limit of 84 percent. The C model had a maximum cargo hook capacity of 20,000 pounds. The initial U.S. Army version of the CH-47C had only a single cargo hook below the center of the aircraft. Later on other customers, including the United Kingdom, procured or modified their C models to a triple hook configuration. 67-18494 was the first of 270 C models, Boeing build numbers 464 through 733, manufactured by Boeing at their facility in Philadelphia, Pennsylvania, for the United States Army.

67-18494 conducted its first flight on 14 October 1967. The C model became the mainstay of the Chinook fleet until the advent of the CH-47D. Production of the C model continued until 1980 with improvements such as the crash worthy fuel system and fiberglass rotor blades being incorporated into the fleet. One of the better documented CH-47C helicopters is 70-15032 . There are no surviving U.S. Army CH-47C helicopters. 86-01654, an A Company - "Flipper", 159th Aviation Regiment, from Fort Bragg, North Carolina, helicopter on deployment to Honduras, November 1999 to February 2000. The CH-47D was the result of June 1976 contract for a modernized Chinook. The Army recognized that that the Chinook fleet was rapidly reaching the end of its useful life and signed a contract with Boeing to significantly improve and update the CH-47.

Three airframes, one each of a CH-47A (65-08008, re-serial numbered as 76-08008 for the prototype testing), a CH-47B (67-18479, re-serial numbered as 76-18479 for the prototype testing), and a CH-47C (67-18538, re-serial numbered as 76-18538 for the prototype testing), were stripped down to their basic airframes and then rebuilt with improved systems to provide three CH-47D prototypes. The first CH-47D was rolled out in March of 1979 and the aircraft became operational with the 101st Airborne Division in 1984. Improvements included upgraded power plants, transmissions with integral lubrication and cooling for the transmission systems, and fiberglass rotor blades. As part of the D model conversion, most (if not all) C models were retrofitted with the L-712 engine and the fiberglass rotor blade prior to their induction into the D model program.

Other improvements included a redesigned cockpit to reduce pilot workload, redundant and improved electrical systems, modularized hydraulic systems, an advanced flight control system, and improved avionics. The CH-47D Chinook had two tandem three-bladed counter-rotating fiberglass rotors. The CH-47D was powered by two Allied Signal (Lycoming) T55-L-712 turboshaft engines producing 3,750 SHP at 100 percent indicated torque. The dual engine transmission torque limit increased from 84 percent in the C model to 100 percent in the D model helicopter. Additionally, during emergency single engine operations, up to 4,500 SHP was available at 123 percent indicated torque. The helicopter had a maximum speed of 170 knots. The CH-47D could carry twice the load of a CH-47A. The CH-47D was certified to operate at night and in nearly all weather conditions. Certain specially modified aircraft, designated as MH-47D helicopters, were equipped with an in-flight air-to-air refueling probe.

As with all models, this version of the Chinook could accommodate a wide variety of internal payloads, including vehicles, artillery pieces, seating to accommodate from 33 to 55 troops, or 24 litters plus two medical attendants. The Chinook could be equipped with two door mounted M60D 7.62mm machine guns on the M24 armament subsystem and a ramp mounted M60D using the M41 armament subsystem. The "D" model could carry up to 26,000 pounds externally using a combination of any three of the external cargo hooks. A total of 447 D model Chinook helicopters were produced, including the three 1976 prototypes that led to the production runs beginning in the early 1980s, continuing through the mid 1990s. The three prototypes were given new serial numbers during the prototype period. Two prototype airframes were later re-inducted into the D model program after testing to complete the D model conversion, again receiving new serial numbers. One prototype airframe, the B model, was not inducted again, becoming a Category B maintenance training device assigned to Fort Eustis.

One airframe was lost when it crashed during a Boeing Company test flight. As a result, 445 airframes were delivered to the U.S Army. The deliveries included 426 airframes that were previously U.S. Army owned A (165), B (76), and C (185) model airframes. Also included in the conversion process were nine CH-47C airframes manufactured by Augusta and intended for the Shah of Iran prior to his displacement as head of state, and seven CH-47C airframes previously owned by the Royal Australian Air Force (RAAF), that were purchased in 1985 and 1991, respectively. This brought the total number of converted airframes to 442. The D model production line eventually included three newly manufactured D model airframes, raising the total number of delivered airframes to 445. The extra numbers apparent in the total count above (447) are a result of two prototypes (the A and C models) receiving new serial numbers when they were inducted into the final D model production line. 443 production D models were delivered the the U.S.

Army (445 actual airframes minus the pre-delivery Boeing Company crash and the B model prototype). As a side note, two of the newly manufactured airframes, delivered in 1994, were the first original Chinook airframes produced since the last C model was completed in 1979 - a time span of 15 years. The final and most recent D model airframe, 98-02000 , was delivered to the U.S. Army in 2002, made up mostly from left over parts laying around the Ridley Park production facility. Subsequent to their delivery, 22 airframes have been lost due to accidents and 1 was shot down. Two have been converted to F models and one was converted to a G model. As of October 2005, there were 417 surviving D model airframes. The Fatcow was a special CH-47D mission. An Extended Range Fuel System [ERFS] II system could be installed in the main cabin area. The configuration consisted of one to four fuel tanks attached to a refueling system.

The system provided up to 2,400 gallons of JP4/8, exclusive the CH-47 internal fuel load of 1,068 gals. The Fatcow could be set up with 1 to 4 refuel points to deliver fuel to other aircraft on the ground in the combat theater. The MH-47E Special Operations Aircraft (SOA) was a derivative of the standard Boeing CH-47 Chinook. Included with other modifications was a significantly increased fuel capacity with modified main and auxiliary fuel tanks. The aircraft had modified integrated avionics suites and multi-mode radars intended to provide adverse-weather infiltration / exfiltration and support to US Military Forces, country teams, other agencies and special activities. The CH-47D Chinook had been specially modified to perform the special operations mission and was tested in combat on several occasions. As of 2002, the three versions of the CH-47 were in the Army inventory: the CH-47D, the MH-47D, and the MH-47E.

The MH-47D and the MH-47E were air refuelable, providing long-range penetration, medium assault helicopter support to special operations forces far away from the base of operations and deep into hostile territory. Depending on the helicopter version, the CH-47 could be ferried 1,100 to 2,000 nautical miles unrefueled. During Operation Just Cause (Panama), CH-47s conducted H-hour assaults to support other elements who were air-landing SOF to disrupt enemy responses and seize key facilities. During Operation Desert Storm (Iraq), the CH-47 conducted infiltration and exfiltration of SOF and Combat Search and Rescue (CSAR) of downed pilots. During development MH-47E testing was limited to the major change to the aircraft which affects vulnerability. In the case of the MH-47E, this was the addition of an 800 gallon Robertson Auxiliary Fuel Tank internally loaded in the main cabin and Boeing designed external fitted sponson tanks with expanded capacity and honeycomb shell construction. Up to 3 internal tanks could be fitted inside the helicopter.

However, the third tank could not be filled to capacity as it would cause the aircraft to surpass the 54,000 lb gross weight limit. Analyses conducted during the test planning phase revealed that the largest potential vulnerability was associated with projectiles entering the fuel tanks in the volume (air space) above the liquid fuel. Such impacts could ignite the fuel vapors and cause explosions and/or fires with serious consequences. During test planning, United States Army Special Operations Command (USASOCOM) decided to add an inerting system to the fuel tanks to avoid such fires/explosions. This was a lead-the-fleet system that was also available for similar helicopter variants in other fleets as well. The MH-47D/E aircraft were assigned exclusively to the special operation units at Fort Campbell, Kentucky, and at Hunter Army Airfield, Savannah, Georgia, in the continental United States (CONUS); and outside the continental United States (OCONUS) in the Republic of Korea (South Korea). A total of 26 MH-47E model Chinook helicopters were produced. F model 98-00011 on it's maiden voyage, 25 June 2001.

The CH-47F program was an approved Army program that extended the service life of the CH-47 another 20 years, for a total program life of 60 years. As of 2002, the Chinook helicopter program was over 40 years old. The basic components of the CH-47F program were: extending the life of the CH-47D through the remanufacture process, reducing operation and support costs (O&S) through vibration reduction, and supporting the Army XXI battlefield by providing a digital communications and situational awareness capability. The CH-47F concept began to materialize in the early 1990's following Desert Storm. The initial concept was a four bladed system called Aerial Cargo Transport (ACT) with long range external fuel tanks, internal cargo handling system, and low maintenance rotor system (dry hub). Unfortunately this concept was dropped as being too expensive. The Office of the Deputy Chief of Staff for Operations and Plans (ODCSOPS) recognized the heavy lift need but there was not enough money for a new start program.

They directed an update of the current CH-47D Operational Requirements Document (ORD) to extend the life of the CH-47 fleet while maintaining an economic solution. The purpose of the CH-47F was to bridge the gap until the funding became available for a new aircraft start (FY 2020 time frame). The cargo helicopter modernization plan included the CH-47F as an interim fix until the Joint (Future) Transport Rotorcraft (JTR) was developed. The CH-47F program was an austere service life extension program ( SLEP ) designed to satisfy battlefield requirements for at least 20 years. It provided an additional 20 years of useful life through an airframe rebuild and incorporation of a new cockpit that supported the 21st century digital battlefield. Although separate programmatically from the CH-47F program, the introduction of the T55-GA-714A engines provided additional lift on high/hot days (4000 feet Pressure Altitude (PA), 95 degrees Farenheit).

The 101st Airborne Division, located at Fort Campbell, Kentucky, was scheduled to receive the first CH-47F in FY03 (Fiscal Year 2003). The First Unit Equipped (FUE) date to the 101st, a company of sixteen aircraft, was FY04. Units with the 101st, 18th Airborne Corps at Fort Bragg, 8th Army in Korea, and United States Army Europe (USAREUR), respectively, were scheduled to complete fielding through FY09. As of 2002, only 300 of the 431 remaining CH-47Ds were programmed for conversion to CH-47F. This figure was based on projected fielding of the JTR and the lack of additional funding. The CH-47F program was scheduled to complete the fielding of 300 aircraft in 2015. Future planning included the fielding of the JTR to Force Package One units and the CH-47F aircraft cascading to units that retained CH-47Ds. Those CH-47Ds would then be retired.

As of 1 June 2002, two CH-47F Chinook helicopters had been produced for the U.S. Army - 98-00011 and 98-00012. Boeing: Select Products in Boeing History Founders Day: July 15 100 Days of Learning Celebrate 100 years of Boeing with 100 Days of learning. Join us as we explore the world of aerospace with free educational materials.

Question: Who produced the first Chinook helicopter in 1961?
Answer: Boeing